Starting device for internal-combustion engines.



lilNs'wsu-MAY 22. 19.16.

T.1.CLARK, L. H. DYRE .& G. ,EDWARDS. STARTING DEI/ICE I'OR INTERNAIL vCOIVIBUSTION ENGINE APPLICATION FILED NOV. 20| IQII- 1,191,062Qv WITNESSES T. I. 0LARK,L. H. DYKE & 'GL EDWARDS. STARTING DEVICE FOR INTERNAL COMBUSTION ENGINES.

APPLCTION FILED NOV, 20, 19H. RENEWED MAY 221,1915 1,1 91.062.y l Patented Julyll, 1916.

3 SHEETSfSHEET 2.

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ATTORNEY a am ya] 2711,

Y wvIiNToRs T. J. CLARK, L. H. DYKE & G. EDWARDS@Y Y STARTNG`DEVICE'FOR INTERNAL COMBUSTION ENGINES.

Patented July 11, 1916.

' 3 SHEETS-SHEET 3.

ATTORNEY r u TED STATES PATENTOEEICE. j

THOMAS J. CLARK AND' L OUIS H'. DYKE, or OAKLAND, AND GEORGEEDWARDS, OE BERKELEY, oALIFOIcNIA,v ASSIGNORS, BY MESNE ASSIGNMENTS, To THOMAS J. CLARK, 'or OAKLAND, CALIFORNIA, AND FRANK W. SIMPSON, OE BERKELEY, CALI- FORNIA, TEUSTEES.

STARTING DEVICE FOR INTERNAL-OOMEUSTION ENGINES.

i Specification of Letters Patent.

Application filed November 20, 1911, Serial )Tm-661,321'. Renewed May 22, 1916. Serial No. 99,221.

To all whom t'may concern.'

zens 'of the United States, residing, respectively at Oakland, inthe county of Alameda, Oakland, county, of rilameda,l andv Berkeley, in the county of Alameda, and.A

State ofCaliforni-a, have invented new Aand :useful Improvements in Starting Devices for internal-Combustion Engines, of which the'following is a specification.

This invention relates to improvements in startingdevices for internalv combustionA engines of the character described 1n our applications for U. SL Patents No. 599,021,

filed December 23,1910, and No. 636,462.,

filed July 1 1911, one'object of the present invention being to simplify as much as posfv sible the construction of said apparatus without reducing its efliciency.

A further object is to provide means whereby a Supplementary fuel Supply can `be given the engine. Subsequently to compression, or even after vthestartingof the..

engine, and especially /whereby it may bev given under 'conditions as nearlyas possible, resembling those obtainlng during the normal action of the engine. i A further object is to'.I provide means whereby this fuel supply isinjected directly into the combustion chamber,l both when the engine is Stationary and'vvhen it is in motion, and to provide means whereby, when the intake valves are closed, the fuel flows back down the manifold, 'ready to vreturn at the proper timefor use. y

A 'further object is to provide means for variably .delivering the fuel so that -both charging of the combustion chamberA and compressing of the charge can be madej Simultaneously, or either Amay be Inadeindependently of the other.

pump convenient to, be attached/ Stn mapchines not specially adaptedltherfor;

In the accompanying drawngs, '/Figure 1 is a' side view of the apparatus; Fig. -2

. l.; isla broken front view thvevreof; i3' is an) enlarged` broken Side view of the carbu- A reters'; Fig. 4 is a longitudinal section throughthe pressure cylinder; vFigy is a.

Patented July 11, 1916. *l

longitudinal section through the pump; c

Fig. 6 is a cross-'Sectional view through the pressure cylinder; Fig. 7 is a sectional View' ofl the air controlling valves; Fig. 8 is a sectional view of a modified-form of 'internal combustion chamber; Fig. 10 is a broken similarviewo a'modifica-tion; Fig. 9 is a side view of a nozzlefrom'thesecondary vcarbureter; Fig. 11`is a plan view thereof;l Figs. 12 and 13 are perspective views of modifications' of said nozzle; Fig. 14 is a sectional view of a'modified form of secondary carbureter; Fig. 15 is a Side View `01;' a modied form of clutch for connecting a pinion with the cranking shaft.

y Referringto the drawing, 1 indicates a caslng of an internal combustion englne,

having a shaft 2. To an end of Said shaft, (Fig. 6) projecting from said casing, is

operatively connected, as shown at 3, the

To Saidstarting shaftis secured a wheel 9, vthe periphery of which has ratchet teeth 10, the purpose of which will be hereinafter described. Said wheel having, in one face thereof, sockets 11 adaptedto receive lugs 12 extending from the face of, and integral,

with, an eccentric 13 loose upon theshaft 4.

14, engaged by pins 16 carried by the forked end of van arm 17 mounted upon a rock Shaft 18, said Shaft having its bearings in .Said eccentric is secured to a grooved collar the casing 6, and extending to the Outside a crank arm 19. The outer endof .Said crank arm i's connected to one end of a Spring .20, the' other end of which is con- Vof said casing -and beingthereconne'cted to 95 "nected vto a rod 21, leadingr toa suitably located foot lever. (not Shown) by which' said crank arm lcan be operated. The 'spring 20 is interposed between the crank Ioo arm'and the rod 21 to'cause the jaws to.y A

drivers foot in the in "enter the Sockets. immediately, upon -registr'y, therewith, and pvent jarring of the; rval ottime beforek lois said; jaws so 'r egister. f A coiled 'spring' 22, 4 l

Ell

interposed between the casing and a tongue f screwed, as shown at 27, the end of a piston rod 28, connected to a piston 29,

which reciprocates in a cylinder 30. Into each cylinder 530, aia.I .is admitted through one or more intake holes 31 in the side thereof, and hy the pressure of the piston, is, toi-ced outward through an outlet hole 32 in the head. thereof, which is movably closed by a valve 34,- pressed by a coiled spring 35 within a cylindrical conduit 36 within said head, the outer end of said spring 35 abutting;r against a tube 37 screwed in the outer end of said conduit. Said head 35i is connected with a tube 38, a collar 39 screwed on a reduced portion of saidl head and having a flange 40 surrounding the (lar-1an; end of said tube 38. These tubes, leading Jfrom the two outer ends of the cylinders 30, are connected, as shoWn at di, to a single tube 42, leading through a check valve t3, and a controlling valve dei, to a compressed air tank 45, in which the compressed air by the movement-oiI the pistons 29 is stored. In order to vary the degree of minimum pressure to which the air is compressed, the minimum space between thc head oi each cylinder and the correspondina,r piston is varied, by variably intcrposing washers 4G between the `head. and the end of the cylinder.

Compressed air is delivered from the compressed air tanlr d5 by a pipe 4S into a chamber 4U within a valve casing' 50. Said compressed air chamber et!) communicates through two valve seats 5l, 52, with two chambers 53, del, from which lead pipes 55, 5G, and the passages through said valve seats are controlled hv valves 57 58 ircssed against said seats by coiled springs 59,' and actuated by valve rods 60, 61. The valve rod 60 is directly operated by a lever 62 and the valve rod 61 indirectly by a lever 63, said levers being fulcrumed at 64 and eX- tending outside the casing and into Such position that they may be conveniently opcrated,A either o'l" them alone or both to gather, a stop (i5 being` provided to limit the movement of either lever. The lever G2, when operated directly contacts with the end ot' the valve rod 60 and depresses the valve4 57 from its seat, but the level' 63,

when moved, contacts with Ythe contracted end of a plunger 66, which reciprocates in a bearing 67 in the valve easing and is normally raised by a coiled spring 68 against the pressure of said lever 63. Said plunger, in its normal o r inoperative position, out of engagement with the end of the valve rod 61, but, when suiiiciently depressed, it moves into engagement therewith and causes the valve 58 to be depressedfrom its seat. The pipe 56 delivers compressed air to a cylinder, hereinafter described, and, after delivery has taken place, and the plunger 66 has risen to its upper limiting position fromthe force of the coiled spring 68, the air can flow from said cylinder by aV conduit 7Of1`eding to an annular conduit 71 around a reduced portion of the plunger connected with a conduit 72 leading to the atmosphere, and can thus escape However, when operating1 said valve 58, thel plunger descends a sniiicient distance to cut ofi' communication between the conduits and 72, before it impinges upon the ond of the valve rod 61, and opens the valve, so that, when said valve 58 is open, no compressed air can escape by thc conduits 70 and 72 to the external atmosphere. I,

The pipe leads into a conduit 74 formed in the casing: of a secondary carbureter 7 3 and in said conduit between the end of the pipe 55 and an ann'ular shoulder 75 of said conduit, is interposed a disk 76 having: a small aperture 77, since it is necessary that the aperture permitting the entrance'of the compressed air into said conduit should be less than the internal crosssectional area, of said pipe 55. In'said conduit 75 is Aa threeovay rotary valve 76, having a cranlt arm 84 operatively connected in any suitable manner with the throttle of the engine or with any` other preferred device. Said valve has an entrance passage 7 8 communicatingir with the conduitif, a passage 79 adapted to communicate with a conduit 8O leading downward into the upper portion` oi` the secondary carbureter chamber, and a passage 81 adapted to connect' with a conduit S2 formed in said earbureter casino. The secondary carburetor casina' is connected with a main carburetor casinp,r d'hy a pipe 86 leading'.,Jr from the botvided with a vertical cnduit 92, which eX- tends down to within a short distance from the bottom of the secondary carbureter l'casging, and, intersecting' said vertical. conduit,` lis an oblique conduit 93 leading from the 'air' 'space at the top of said `secondary carbureter chamber. Said conduit 93 dis-- charges into an atomizingvchamber 95 into which also leads the conduit 82 already de` scribed. \-Said atomizing chamber is closed by a valve 96 'pressed against its valve seat by a coiled spring. 97 around a valve stem 1 98, and abutting againstan apertured disk j 99, said. yalve thus controlling the passage to a pide 100. The following is the-mode of operation of this portion of the apparatus.-v Part of the compressed air admitted through the aperlture 77 Hows by the conduit 80 into the carbureter chainber73, and, by pressure upon the surface of the gasolene therein, causessaid gasolene to flow upwardly in the conduit 92h.hk The air, however', escapes from the upperportion ofj'said carburetor chamber by the Xrblique conduit 93, andiiupingesup'on the gasolene entering said conduit 93 from thh conduit 92, aiulaton'iizes it, forcing it into the atomizing chamber. 95. In

- thisfchaniber it is mixed with the 'remainder ofthe air passed through the aperture 77 `and .w ich lenters the atomizing chamber by `the con uit 82. The proportions of the mixture, malgdhowever, be varied by turning the4 `valve 76, so a-s to reduce the sizeof. o"r entirely close, the open-ing into thecon'duit82 while not materially reducing thesi'leof the passageinto the conduit `-S0. In this way the richness of the inixturefof,hydrocarbon andaii may be variedas desired. The mixtureof iydrocarbon' vapor and air'thus Vobtained can be delivered to any part. of the cbnduit in which the external air is nor- 40 mally charged with fuel and'eonveyed to the engine. V`lt may even be delivered by aspecialcontrivance, asshown in Fig. 9, to the end of an internal combustion vchamber pf the engine., the pipe 100 in this case .being Adisconnected with alarger conduit lOl-for air Lto'ptrhe-eud of a sleeve 102, which is attached "thiie end of the` internalcombustion cham- 'fbi-.g-IOB, said end'vl of the' pipe' being closed y, against back pressure -due to theJl internal K9 eonibustion ofthe engineby a check valve i 104 l'iavirg a spring`105. closing the end of the p\ipe,l ut suliiciently weahkto permit .the

placejwhere the manifold 106 branches out from the carbureter, and at this placethe pipe 100 communicates with branch pipes 107, each pipe ,107 being introduced at its terminal portion into the interior of the terminal portion of the corresponding branch pipe'of the manifold, so thatsaid.-v pipe107 discharges the mixture'at the ou't- I "jlet end of said branch manifold pipe and in close proximity to the fuel inlet valve 108. A pipe 109 (Figs. 10, 11) is connected to' said branch pipe 107 having two nozzles 110, one for each of the valve openings supplied by the branch pipe 107 and so directed that a jet of the mixture will flow into a comv bustioirehamber upon the opening of the valve,

AThe purpose is to supply fuel at each intake valve, by a fuel conduit,` andthe construction will vary to attain this end where the construction of the engine varies.

These intake valves however, open at dif- 'ferent times for the several combustion chau'ibers ofan engine having a plurality of cylinders. Forl effective use of this construction, the conduits leading to the intake openings of the several lcombustion cham; bers should be of such internal lresistance that the quantity of. vaporized fuel delivered through Athe several conduits isv substantially 'the same." The mixture whichl is discharged frouieaeh nozzle at' a time when the correspond-ing valve is closed will impinge upon the closed valve, and the hydrocarbon vapor Y will till the chamber surrounding saidnoaale, and tbe-manifold leading thereto, ready to be drawn'upon atthe opening of the corresponding intake valve. .lf the jet of mix ture is delivered Iat a-liiglrvelocity, a very slight condensation will ta-keplace, owing to the pressure duc to the impact. This may` beavoided by usinga tube 107 'of coml'iaratively large diameter as sliowirat 111 in Fig.k

12 or by Yforming said tube witklrganioutlet' end which flares outwardly, resultigin a slower outward n'iovem'cnt of the ngiixture,as.` shown. at 112 in Fig.` 13, or theresult of whichwill be that the Same amount of mix. ture will be delivered, but under much less pressure, and velocity. However, nozzles 110 and 112 have. the advantage of beingable to project fuel through an openlintake valve into thecoinbustion chamber when the en'gii'ie isstationary.`

When' the fuel has been delivered into' the air conduit of the engine by operating valve 57 vto admit compressed air to rthe secondary carbureter, it' is now necessary to turn the engine shaft to first cause suction of said charge to take place-andthus assist itmin beingsupplied to the internal' combustin chamber'` and then to compress it in said chamber. For this purpose the lever 63 is also operated, causing.compressed air vtobe admitted tothe pipe 56. Said pipe 56 leads through thehead 114 of a oylindri--. -rcalypo'rtionll 'fof the casing in which porltegral therewith a rack 117'. By Athe edgy.'

mission of compressed air ',into. said "cylingdrical portion 115, the piston is propelled within the cyliiulei', causing the rack 117 to move lengitudinally therein in a guide. 116 against the tension ot' a coiled spring 11) attached to an arm 120 extending from the raclr and also attached to saidcylinder 11n. When said rack has traveled Ma short distance, the iirst advancing tooth thereof engages one ci a series of teeth 121 formed on the periphery of a wheel 122 loose on the shaft 4. lu chambers 123 formed in the intcriorof said wheel and closed by an annular plate 124 are pawls 1-25 pressed inwardly hy coiled springs 126 `abutting against the periphery of said wheel. Said paivls have teeth 1217 engaging the 'ratchet teeth 10 of the ratchet wheel 9, heretofore described as being' keyed to the shaft 4, which is operatively ronnertedwith the engine shaft. By

,reason oi: this construction a longitudinal 'movement of the piston 116 imparts a ro tary movement to the shaft 4 and to the engine shaft,` thereby causing a movement of theA piston in one of the combustion chambers of the engine Whichis on in taire; first, -to draw in the mixture by suction, and then, upon the return movement o1` that engine piston, to compress the charge and raise 4its temperature' suiiicient to insnreyignition by the sparking device.

llfhcn the engine is started, the pressure of the compressed air, acting upon the iston 116 does not interfere `with the rotation of'. the engine shaft, because the paWls 125 are puslwfl haelt within their chambers 123 by the ratchet teeth 10 of the Wheel 9. When pressure is removed from the lever 63, the

plunger 66 returns to its normal position under the action of the coiled spring 68,

and, as soon as the plunger has reached a height permitting communication between the conduits 70 and 72, compressed air escapes from the cylinder 115 by said conduits into the external atmosphere. .The

piston 116 and rack 117 then return underthe tension of the` coiled spring 119.

the end o1' the cylinder remote from the pipe 16 is elised hy a head 130, `having an outlet aperture 131. The heads 114, 130 are connected 'to brackets 132, 133, which eritemlto, and are supported on, suitable parts at the traine ot the automobile. A spring 125) attached to the advancing end of the rack prevents said end striking said head 130. i f

Since the valves 57 and 58 are capable of independent control, the valve 57 permits oi admission ot fuel tothe engine, either hy continuous llow, or hy intermittentlyV supplied jets, either before, during or 'subsequent to the operation of the compressed air, as previously described, to rst draw in tho charge and -then compress the same. When the engine is warm, the-normal supply of mixture is sufficient, provided that its temperature be raised by compression,

and the valve 57 is not required to be operated. This arrangement therefore permits the quantity of fuel supply to be varied according to the temperaturoof the engine. It sometimes happens that the normal suction supply is not suilicient when first starting the engine. B the mechanism above explained, the auxi iary supply can be continued subsequently to the compression and startin Y of the engine, and thus permits of this detect being remedied by adding to the normal supply an auxiliary supply.

In cases where it is not desired to'provide an apparatus whereby the compressed air for actuating the auxiliary fuel supply, and for turning the engine shaft arc independently operated, a simpler 'form ofl valve mechanism may be used. This is shown in Fig. S and it Vwill he observed that in this form the lever 62 and the valve 57 are omitted, and the pipe 56 is connected to two pipes 135 and 136, one of which takes. the place of the pipe`55 and the other the pipe 56 `in Fig.

In Fig. 14 is shown' a modification of the secondary carburetor. The conduit 7 9 leads to a small chamber 136, and ont of this chamber leads the atomizmg air conduit 93. A small conduit 137. also leads from the chamber 136 into the interior 73 of the carbureter, to give air pressure on the gasolene. `A vent hole 138 allows air to escape from the carburetor, and by varyingithe relative sizes of the air inlet 137 and outlet 138 the prcs- 1 sure of the air on the asolene, and the quantity fed, may be regu ated with ease, to pre? :vent delivering an excessive supplyof fuely to the engine. l Fig. liilustrates a modification ofthe means for imparting motion to the shaft 4..

from the pinion 9. To the shaft 4 is keyed a web 139, having jaws 140, forming a. pivot i vfor a finger 141. In Contact with the interior i surface 142 of the pinion 1s an annular fric- 11o4 tion band 143 jointed at148 Vandhaving in- Ward projections 144, 145, in contact with .the finger 141, one on each side thereof. 0n the side of this friction` band.143 opposite to the projections is a lug 146 projecting so 115' that it cany engage an extension `14"?. of the web 139. When the pinion is`.roteted the` friction band is carried forward, causing the projection 144 ,to press against the nger, 141, canting it against the projection 145, 12o and thus prying them apart and causlng the -band to grip the pinion. 0n the reverse motion of the pinion, the friction band rests 'onthe finger 141 to its free position, and the contact of the lug 146 ,with`147 revente a 125 friction grip, in this direction. T e rotationV of the plnionis conveyed through the finger 141 tothe web 139, and thence to the shaft 4. The shaft 1 is, at its end remote from the cnlgine shaft 2, prpvided with deep longitu 12u10 dinal socket d50, adapted to receive a cranlc pin of a crank arm, the Aextreme end of said mitting themotion of s aid engine 'to coinpress-air', means for ying the pressure of said compressed air tocausea stream'oi` air to impinge on hydrocarbon and produce a jet of hydrocarbon and air,means for conveying said jet to a combustion chamber of said engine, means for introducing to said i vjet a supply of air, supplementary to, and

independent of, the airsupply used to produce said jet, and va sparking device, said means for producing said jet being operable during the normal action of the engine.l A2. A starting device for an internal combustion engine, comprising means for transmitting the motion 'of said engine to compress air, means forapplying the' pressure of said compressed air to cause a stream of air to impiiige on hydrocarbon and produce a jet'of hydrocarbon and air, means lfor con* veying said jet to a point adj acentto the inletvvalve of said engine, means for causing tomingle therewith air, supplementary to an'dindependcnt of the' air supply usedv to produce said jet, means for conveying -the `mixtureint'o a combustion chamber osaid` engine, and a sparking device. v

3. A starting device for an internalcom-Vv bustion engine, comprising means for transmitting the motion of said engine to compress air, means for applying the pressure I --of said compressed air to cause a stream of air to irrpinge `on hydrocarbon and produce duce said jet, and a sparking device, 4;. fr starting device for an internal combustion engine comprising means for trans mittiag the motion of said'- engineto conipress air, means for applying thep'ressure of said compressed air to cause streams of air to ente r'the combustion chambers, means for applying said pressure to cause a second stream of air to impinge on hydrocarbon and prof Y, dure a stream of spray or vapor, means of sep arating said Stream into-branch` streams @and causing said branch streams individually i to mingle with 4the streams of air Which i f Y -enter;the several combustion chambers 'and 'Ias'parking device.

combustion engine, means for supplying to der discharges.

device for an internal said engine fuel, supplementary to the normal fuel supply thereof, comprising a casing of a l vessel for holding hydrocarbon,` having an inlet for admitting compressed air, and being so constructed that the admission ot' compressed -air producesa jet ot vapor from the hydrocarbon therein, said casing having a inixingchamber, into which saidwjet enters, and having an independent compressed aii""-ihlet into 'said mixing chamber, means for closing said independent inlet, and means for admitting compressed airjto both yof said inlets.

6.- In a starting 'device Afor. an internal i combustion engine, means for supplying to said engine, fuel supplementary to .thenormal fuel supply thereof, comprising a vessel for containing liquid hydrocarbon provided with an inlet for compressed air, with an escapeventlargei"than the inlet,.with a verticalconduit'in which the hydrocarbon Arises due to the pressure of the compressed air admitted through said inlet, and with a conduit arranged to convey an independent stream of compressed air, said conduit intersecting the first-named conduit and with a chamber iiitowhich said last named conduit 7 In 'a starting 'device' for an internal combustion engine, means for supplying to said -engine fuel. supplementary to the normal fuel supply thereof, comprising avessel for containing liquid hydrocarbon provided With an inlet for vcompressed air, ivithjan escape vent larger than the inlet, with a vertical conduit in which the hydrocarbon rises due to the pressure ofv the'compressed air admitted througlrsaid inlet, and with a conduit arranged to conveyan independent stream of compressed l,iii-,said conduit inter secting the iirst-named conduit, with acham'- ber into which Vsaidlast named conduit dis#v ting compressed air into said chamber.

8.- 'lfhe combination with alecombustion bureter to produce a stream of hydrocarbon Zvapor, a conduit for 'conveying saidstream,

and a nozzle connected to said conduit and charges, and independent means for admita jet of `.iydrocarbon and air, means for con` veying said jet to a combustion chamber-bf said engine, means for introducing to said jet, a :.upplyof air supplementary to, and -indepe ndent of, the air supply used to `prodischarging at the inlet valve of the comloustionchamberl i,

9. The' combination with' a combustion inletvalve of said combustion chamber, aV 'secondaryl Acarbureter, means for applying the pressure of compressed air to said secondary carbureter to produce a stream of hydi'o'carbo vapor, nozzle insaid conduit, i

discharging ljaccntto said inlet valve, and" a conduit leading from said secondary carburetcrarld connected to said nozzle outside said frstq'uuncd conduit.

10, The mlnbilmticm with combustion cylinders of nu internal combustion engine, of a 11min (famili-eter therefor, conduits leading from said 11min curbnreter to the inlet valves of Suid combustion chambers, u. secondary carburetor, means for applying the pressure 'et emuprested air to said secondary cnrhuretvr to produce :1 stream of hydrocarbmi vapor, nozzles 1n szud coudults discharging adjacent to sald miei; valves, and conduits 

